Internal-combustion engine



March 25, 1941. E J. FARKAS 2,235,871

INTERNAL COMBUSTION ENGINE Filed Dec. 8, 1939 llllilllllllmllll l ILVIII/WWW? mum I i iii states Mar. as, on

Nrrsa INTERNAL-COMBUSTION ENGINE tion 01! Delaware Application Decembert, 1939, derlal No. 308,131

11 Claims "the object of my invention is to provide aninternal-wombustion engine of simple, durable and inexpensiveconstruction which is especially suitable for automobile use. p

A further object of my invention is to provide an internahcomhustionengine having overhead valves and camshaft and which differs from theconventional motor of this type in that novel means is provided forpreventing the oil used to lubricate the camshaft from being drawn intothe combustion chambers through the intake valves. To adequatelylubricate the camshaft the chamber must be flooded with oil, and whenthis is done lubricant is invariably drawn down along the intake valvestems to thereby cause excessive oil consumption of the motor. Myimproved con struction corrects this condition.

With these and other objects in view, my invention consists in thearrangement, construction and combination of the various parts of myimproved device, as described in this specification, claimed in myclaims, and illustrated in the accompanying drawing, in which:

Figure l is a side elevation of the upper front portion of my improvedengine.

Figure 21s a sectional view, taken upon the line 2-2 of Figure 1, and

Figure 3 is a sectional view, taken upon the line 3--3 of Figure 2.

Before describing the structure of my motor it may be well to note thefollowing facts:

At all throttle openings of the engine the intake valve passageway isunder a comparatively high vacuum so that the tendency in all suchmotors is to draw the oil which lubricates the intake valve stems intothe intake passageways. I have overcome this tendency by providing achamber or pocket in the intake valve stem bushing intermediate of itsends through which the stem extends and conducts gases under pressurefrom the exhaust passageways to these chambers. In this way the valvestem bushings are under a positive pressure rather than under a vacuumas heretofore has been invariably the case.

Referring to the accompanying drawing, I have used the reference numeralID to indicate a conventional cylinder block, which block is providedwith a plurality of cylinder bores ll therein, in which pistons I 2 arereciprocally mounted. The engine crankshaft and other associated partswill not be described as they form no part of this invention. Although Ihave shown an in-line motor it may be well at this point to mention thatthe invention described herein is equally appli cable to V-type motors,radial motors or single cylinder motors.

An overhead camshaft type of cylinder head i3 is detachably secured overthe upper end of the cylinder block l0, this head having a plurality of5 combustion chambers it formed therein, one over each of the cylinderbores H. A camshaft i5 is rotatably mounted in the upper portion of thehead I3 in position lengthwise therealong. It will be noted from Figure2 that-a wall It extends transversely across the head It, which wall isspaced above the combustion chambers It. The space between the wall Itand the bottom of the head forms a water jacket IT. A second wall itextends transversely across the head between wall it and the top of thehead. The space between the wall I8 and the top of the head forms acham. bar in which the camshafts rotate and is normally flooded with oilto lubricate the valve tappets while the space between the walls l8 andIt forms a chamber in which the valve springs are located.

. In order to give'access to the valves, springs, and

camshaft and also to facilitate the casting of the head, the side wallsof the head between the wall l6 and the top of the head are formed asremov- 5 able plates I8 and 20, respectively. These plates are securedover the sides of the cylinder head by means of cap screws 2|, suitablegaskets being interposed to form an oil-tight seal between the platesand the cylinder head.

From the foregoing it will be seen that three longitudinally extendingchambers are formed in the head casting, each separate from the other,the top chamber forming a housing in which the camshaft rotates, whilethe intermediate chamber forms a. valve spring chamber and the lowerchamber forms the water jacket for the cylinder head.

A pair of valve openings extends through the upper wall of eachcombustion chamber l4 and openings aligned therewith are provided inwalls I6 and I8. In each of the openings in the wall I8 I have providedan inverted cup-shaped tappet 22 which tappets are reciprocally mountedin suitable bearings formed in this wall. In each of the openings in thewall It a longitudinally split 4 valve stem bushing 23 is inserted.Conventional valves 24 are reciprocally mounted in each bushing 23, eachvalve having a head associated therewith which coacts with thesurface ofthe combustion chamber to form a valve seat. A foot 25 is formed on eachvalve, which foot bears against the bottom of the tappet 22 and a valvespring 26 is compressed between a suitable shoulder on each bushing 23and the adjacent foot 25 so as to resiliently urge the valve footupwardly against the tappet' and thereby urge the tappet against acamshaft l5.

An exhaust valve is illustrated in Figure 2 from which it will be notedthat an exhaust passageway 21 is cast in the water jacket 11 and extendsfrom above the valve head out to one side of the cylinder head. Anexhaust manifold 29 is fixed to the side of the motor and connects theseveral exhaust ports 21 with a common exhaust pipe, not shown 'in thedrawing. A suitable intake manifold 29 is provided which is connected bymeans of an adapter 30 with a carburetor, not shown. The exhaust valveof one cylinder is placed adjacent to the exhaust valve of the nextcylinder and likewise the intake valves are paired so that the intakemanifold need only have passageways connecting each pair of adjacentcylinders. Each exhaust passageway 21 in like mannerv conducts theexhaust gases'from two adjacent cylinders.

In the drawing I have designated the exhaust valves by numeral 23 andalthough the intake valves are identical with the exhaust valves, forthe sake of clearness, I have numbered the intake valves 36. In likemanner the numeral 23 is applied only to the exhaust bushing, the intakevalve bushing being given the numeral 32.

It may be well to mention that in the applicants motor the valve stembushings 23 are machined with sufficient clearance that they may befreely inserted into or withdrawn from the cylinder head, The bushingsare retained in place by the method described in United States Patent1,975,837. For this reason the bushings may not be pressed into thecylinder head because of this method of retaining same in place. Anoil-tight seal between the bushings Z3 and the head cannot becommercially maintained, due to the abovementioned clearance, andconsequently, the vacuum in the intake manifold 23 in the past hascaused oil to be drawn into the manifold through the space around thebushings 23.

The function of this improvement is to prevent oil from being drawn intothe intake manifold from around the valve bushings as well as fromaround the valve stems.

The bushings 23 and 32 are each provided with an annular external groove33 extending therearound. which grooves lay within the openings in thewall 16 so that the groove and wall forms an annular chamber within theperiphery of each bushing. A; notch 33, is cut in each exhaust bushing23 to form a port from the passageways 21 to the exhaust grooves 33. Theintake valve bushings 32 do not have this notch formed there- It will benoted that the center portion of the bushings 23 and 32 are relieved toform an annular pocket or chamber 39 around the intermediate portion ofthe valve stem. A port 35 is drilled in each of these bushings from thebottom of the groove 33 into the chamber 36 so that gas which may beconducted under pressure into the chambers 33 will flow through theports 35 and exert its pressure within the chamber 36.

Means will now be described whereby exhaust gas will be conducted to thechambers 36 within the intake valve bushings. An outwardly openinggroove 31 is cast in the outer wall of the cylinder head 13 in positionto be covered by the plate I9; When the plate I9 is secured in positionthe groove 31 forms a longitudinally extending conduit along thecylinder head. Passageways 38 are drilled from the bottom of the groove31 so as to intersect the bushing receiving bores in the wall IS inaxial alignment with the groove'33 in the wise, drilled passageways 39extend from the bottom of the groove 31 to similar positions withexhaust valve bushing. Like- 7 formed from the annular chambers 33 ofthe exhaust valves through the-drilled .holes 38, passageway 31 andthrough theopening 39 to the chambers 33 in the intake valve bushings.

During the normal operation '01 the motor the exhaust passageways 21 areunder the pressure of V the exhaust gases as they leave the cylinders.This varies from three to ten pounds per square inch depending upon themufller used and other factors. This relatively high pressure is due tothe friction in the exhaust manifold and the back pressure created bythe muiller. Because of the exhaust gas pressurea small portion of theexhaust gas will flow through'each of the notches 33 into the annularchambers 33 around the exhaust valve bushings 23 from which the gas willflow through the opening 38 into the longitudinally extending groove 31.Because the exhaust impulses overlap considerably, the groove 31 will beunder a relatively constant pressure, as all of the exhaust passagewaysdischarge into this groove. The gases will then flow through theopenings 39 into the annular chambers 33 around the intake valvebushings 32. The gases will then flow through the ports 35 in thesebushings and enter the chamber 36 around the valve stems. Thus, each ofthe pockets or chambers 33 around the intake valve stems is under theaverage pressure within the passageways 21. Consequently, the normalvacuum within the intake manifold can only draw gas from the chamber 33down around the intake valve stem. The oil which invariably collectsaround the upper end of the valve stems is not drawn down into thechambers 36 but, if anything, is forced outwardly from these chambers bythe exhaust gas pressure, the oil which might be drawn down around theoutside of the bushings 23 is also forced upwardly. The upper portionsof the valve Stems are located in an oil vapor so that when the valvesreciprocate in and out of the bushings, the valve stems secure adequatelubrication.

The principal advantage of this construction is the reduced oilconsumption of the motor. This is accomplished without maintainingexcessivelyclose fits between the valve stems and the valve bushings orbetween the. bushings and the cylinder head. This construction hasadvantage over motors in which close fits are maintained because suchfits do not allow for overload of the motor. If for any reason the motoris overloaded the valves get considerably hotter and, of course, expand.When close fits are maintained this expansion is often sufllcient tocause binding between the bushings and the valve stems. This results inscored valve stem bushings with the resultant inefiicient operation.With my improved construction. adequate clearance may be providedbetween the valve bushings and the valve stems and between the bushingsand the cylinder head and still the oil which would normally be drawninto the intake passageway is prevented from so being consumed.

A commercial advantage of this construction is that all of the ports 38and 39 extend parallel to each other, so that they may all be drilled atone time on a multiple spindle drill. The provision of the groove 31does not require any extra machining as it is cast in place, while thedeiii tachable plate it must be provided in any event.

dome changes may be made in the arrangement, construction andcombination of the various parts of my improved device without departingfrom the spirit intention to cover by my claims such changes as mayreasonably be included within the scope thereof.

1 claim as my invention:

i. In an internal-combustion engine, an intake valve having a valve stemassociated therewith, said valve stem being reciprocably mounted in asuitable bearing in said engine, said bearing extending into an intakepassageway in said angine, which passageway is normally under asubstantial vacuum, said bearing having an enlarged chamber formedtherein intermediate of its ends through which said stem extends saidchamber being closed when said valve stem is in said bearing, and meansfor introducing gas under pressure in said closed chamber, for thepurpwe described.

2. In an internal-combustion engine, an intake valve having a valve stemassociated therewith, an intake valve bushing extending into an intakepassageway in said engine, which passageway is normally under asubstantial vacuum, said bushing having a chamber associated therewiththrough which said valve stem extends said chamber being closed whensaid valve stem is in said bearing, and means for introducing gas underpressure in said closed chamber, for the purpose described.

3. In an internal-combustion engine, intake and exhaust valvesassociated with said engine, said valves communicating respectively withintake and exhaust passageways in said engine,

' said valves each having a stem associated therewith, which stems arereciprocally mounted in suitable bearings in said engine, there being achamber associated with the intake valve bearing in axial alignmenttherewith through which said intake valve stem extends, and means forconducting gases from said exhaust passageway to aid ch er. for thepurpose described.

4. In an internal-combustion engine, intake and exhaust valvesassociated with said engine, said valves communicating respectively withintake and exhaust passageways in said engine. said valves each having astem associated therewith, valve bushings in said engine in which saidstems are reciprocally mounted, the bushing associated with said intakevalve having a chamber formed therein intermediate of its ends throughwhich said intake valve stem extends, and means for conducting gasesfrom said exhaust passageway to said chamber, for the purpose described.

5. In an internal-combustion engine, intake and exhaust valvesassociated with said engine, said valves communicating respectively withintake and exhaust passageways in said engine, said valves each having avalve stem. associated therewith, said valves being reciprocally mountedupon said stems in said engine, the portion of said engine whichreciprocally supports the intake valve stem having a chamber formedtherein through which said intake valve stem extends, and means forconducting gases from said exhaust passageway to said chamber, for thepurpose described.

6. In an internal-combustion engine, intake and exhaust valvesassociated with said engine, said valves communicating respectively withintake and exhaust passageways in said engine, said valves each having avalve stem associated of my invention and it is my i therewith, valvebushings in said engine in which said stems are reciprocally mounted,the bushing associated with said intake valve having its boreenlarged'intermediate of its ends so that said stem extends through saidenlarged bore, and means for conducting gases from said exhaustpassageway to said enlarged bore, for the purpose described.

7. In an internal-combustion engine, a cylinder head, said head having apair of valve bushings associated therewith, intake and exhaust valves,said valves having valve stems formed integrally therewith which arereciprocally mounted in said valve bushings, the bushing associated withsaid intake valve having an enlarged bore intermediate of its ends and apassageway extending through said head from said exhaust passageway tosaid enlarged bore, for the purpose described.

8. In a multi-cylinder internal-combustion engine, intake and exhaustvalves for said engine, said valves communicating respectively withintake and exhaust passageways in said engine, said valves each having avalve stem associated therewith, valve bushings in said engine uponwhich said valve stems are reciprocally mounted, the

bushings associated with said intake valves each having a chamber formedtherein intermediate of its ends through which the associated intakevalve stem extends, said engine having a closed passageway thereinextending longitudinally therealong, and branch passageways extendingfrom said main passageway to each of said chambers and to each of saidexhaust passageways, whereby gases from said exhaust passageways will beconducted to said chambers, for the pur-.

pose described.

9. In a multi-cylinder internal-combustion engine, a cylinder head,intake and exhaust valves in said head, said valves communicatingrespectively with intake and exhaust passageways in said head, saidvalves each having a valve stem associated therewith, valve bushings insaid head upon which said, stems are reciprocally mounted, the bushingsassociated with said intake valves each having a chamber formed thereinintermediate of its ends through which the associated intake valve stemextends, and a passageway through said head from each of said exhaustpassageways to the chamber formed in the adja. cent intake valvebushing, for the purpose described.

10. A multi-cylinder internal-combustion engine comprising, a cylinderhead having a plurality of combustion chambers formed therein, acamshaft rotatably mounted in said head, a pair of vertically spacedtransversely extending walls p'ets reciprocally mounted in the other ofsaid walls, valves reciprocally mounted in said bushings, each of saidvalves having a head which coacts with a suitable seat in saidcombustion chamber and having a foot which abuts said tappet,compression springs extending between each valve foot and the adjacentvalve bushing, each of the bushings associated with said intake valveshaving an enlarged chamber intermediate Gil of its end, and passagewaysformed in said head connecting the. adjacent exhaust passageways withsaid enlarged chambers, for the purpose described.

11. In a multi-cylinder engine, a cylinder head associated with saidengine, intake and exhaust valves, said valves communicatingrespectively with intake and exhaust passageways in said head, saidvalves each having a valve stem associated therewith, valve bushings insaid engine in which said stems are reciprocally mounted, the bushingsassociated with said intake valves each having a chamber formed thereinintermediate of its ends through which the intake valve stems extend, agroove cast in said head extending longitudinally therealong, said valvebushings each having an annular groove formed therearound with a portextending from each chamber to the adjacent annular groove, drilledopenings extending through said head from said bushings to saidlongitudinally extending groove, each or said exhaust bushings having anotch therein extending from its annular groove to the adjacent exhaustpassageway, and a detachable plate secured over the outer Iace or saidlongitudinally extending groove, so that a continuous passageway isformed from each of said exhaust passageways to the annular chamberassociated with the exhaust valve bushings and through said drilledopenings into said longitudinally extending groove and from saidlongitudinally extending groove through the remainder of said drilledopenings to the intake valve bushings and thence to the chambersassociated therewith, whereby exhaust gases will be conducted to saidchambers, for the purpose described.

EUGENE J. FARKAS.

